Tensioned, belt track based, transport system and method

ABSTRACT

A tramway transport system ( 31 ) including a flexible belt track ( 32 ) which spans between two transport terminals ( 33,34 ) and, a belt anchorage at each of the terminals. The belt track ( 32 ) is not driven to propel the transport vehicle ( 36, 36   a ) but instead is tensioned by a belt tensioning assembly, preferably a belt reel assembly ( 41 ), formed to apply a tension force to the belt ( 32 ). The transport vehicle ( 36, 36   a ) mounted to the belt ( 32 ) for movement along the belt ( 32 ), and is preferably self-propelled. The belt reel assembly ( 41 ) is capable of rapid, substantial, dynamic length adjustments of the belt track ( 32 ), which enables application of the transport system ( 31 ) to underway ship replenishment applications. A method of transporting loads between terminals ( 33,34 ) using a flexible belt track ( 32 ), a tensioning reel ( 41 ) and load-carrying transport vehicle ( 36, 36   a ) also is disclosed.

TECHNICAL FIELD

[0001] The transport system and method of the present invention relates, in general, to tramway-based transport systems suitable for carrying cargo or passengers, and more particularly, relates to tramway systems and methods which employ a self-propelled transport vehicles that move between terminals.

BACKGROUND ART

[0002] A wide variety of transport systems have been devised in which a transport vehicle moves along a track, or is suspended from a rope, between two terminals for the transportation of passengers and/or cargo. Such transport systems have included continuous motion systems, shuttle systems, rope-driven tramways and belt-driven tramways. Typically, prior art tramway-based transport systems have included a capability to make limited adjustments in the length of the rope or belt between terminals. In rope-driven tramways, for example, the haul rope for the transport vehicle will typically be mounted to a deflection or counterweight sheave, which is displaceable in order to adjust the length of the haul rope for rope stretch and/or to maintain constant rope tension. Similar length adjustments can be provided on belt-driven tramway systems. Typically, however, the structure provided for adjusting the rope or belt length will be designed for length adjustments on the order of about 1 percent of the overall haul rope or belt length.

[0003] The use of movable terminals in tramway transport systems to effect trackway adjustments is very costly and generally requires that a large mass be moved, which in turn involves considerable energy. Moreover, as the mass to be moved increases, the responsiveness to required length changes is greatly reduced, making such systems ill-suited for applications in which rapid dynamic responses are required. Terminal movement also involves considerable space.

[0004] One transport application which has proven to be particularly troublesome is the transport of cargo or freight between ships at sea, that is, underway ship replenishment systems. In military applications, for example, there is a need to be able to replenish or re-supply large ships, such as aircraft carriers, from freighters or smaller ships, all while both ships are underway. This problem is complicated further by the likelihood that the ships will be unable to safely travel in close proximity to each other during the transfer process. Thus, the wave action, which produces pitch, roll and yaw of both ships, requires that the supply ship stand off from the ship being supplied by 200 to 600 feet. Still further, under combat conditions, the underway ship replenishment system must be one which can be rapidly retrieved, or at least rapidly disconnected, so that both ships can maneuver to minimize their exposure to any enemy attack.

[0005] Another serious problem in connection with underway ship replenishment is the adverse environmental conditions in which they must operate. Haul rope-based, underway ship replenishment systems have been used which employ transport vehicles that are suspended from the haul rope and are shuttled back and forth between terminals provided on the ship to be supplied and the supply ship. Both terminals are expensive to construct, and installing the haul rope between ships under the dynamic conditions at sea is difficult. Moreover, the sea water and rain tend to cause haul rope corrosion and slippage during operation, particularly under heavy seas.

[0006] There are, of course, also many land based applications for transport systems which would benefit from improved performance, lower cost and easier installation. Thus, crossing rivers, canyons and busy thoroughfares, to name a few, are possible applications for a more economical and reliable transport system.

[0007] Accordingly, it is an object of the present invention to provide a transport system and method in which the trackway between terminals of the system can be rapidly adjusted over a substantial distance to accommodate dynamic changes in the distance between terminals.

[0008] A further object of the present invention is to provide a transport system and method which can be easily and economically installed and operated.

[0009] Another object of the present invention is to provide a transport system apparatus and method which can be used in vertical or horizontal applications.

[0010] Another object of the present invention is to provide a belt track based transport system in which the belt track can have a fixed or variable tension force applied to it and can be used in fixed or variable spans between terminals.

[0011] Still a further object of the present invention is to provide a tramway-based transport system and method in which self-propelled transport vehicles are provided that have high traction capability for the transport of significant loads under adverse environmental conditions.

[0012] Still a further object of the present invention is to provide a self-propelled, tramway-based, transport system which can be rapidly retrieved.

[0013] The transport system and method of the present invention has other objects and features of advantage which will become apparent from, or are set forth in more detail in, the accompanying drawing and the following description of the Best Mode Of Carrying Out The Invention.

DISCLOSURE OF THE INVENTION

[0014] The transport system of the present invention is comprised, briefly, of a belt track having a length sufficient to span between two transport terminals; belt anchorage assemblies coupled to opposite ends of the belt track and formed for securement to each of the transport terminals; a belt tensioning assembly, preferably in the form of a belt reel, coupled to apply a tension force to the belt track sufficient to maintain the belt track in a desired suspended condition between the transport terminals; and a transport vehicle mounted to the belt track for movement along the belt track between the transport terminals. In one application, the transport terminals are located on two ships afloat on a body of water, and the belt anchorage assembly is provided by a belt reel assembly formed for mounting to one of the ships. The belt reel assembly is formed to enable rapid and substantial adjustment of the length of the flexible belt extending between the terminals by reeling the belt in and paying the belt out during dynamic changes of the distance between the terminals. The flexible belt is preferably a rubberized, wire-reinforced belt with a transverse rectangular cross section of the belt oriented in a near horizontal plane. In land based applications paying out and reeling in the belt is not normally required since the terminals will usually be stationary, but a belt track transport system provides a very economical solution for many land based, stationary transport applications.

[0015] The method of transporting loads between terminals of the present invention is comprised, briefly, of the steps of: mounting a flexible belt to extend between the terminals to provide a trackway; maintaining a tension force on the belt sufficient to suspend the belt between the terminals in a desired tensioned condition; supporting a load-carrying transport vehicle from the belt; and moving the vehicle along the belt between the two terminals. Most preferably the step of maintaining a tension force on the belt is accomplished by mounting one end of the belt to a belt reel assembly and maintaining a force on the belt reel assembly causing the reel assembly to reel in or pay out the belt if the tension force drops below or rises above a predetermined level. It is further preferable that the step of moving the vehicle is accomplished by driving the vehicle along the belt with a frictional drive carried by the vehicle, while the vehicle is suspended below the belt.

DESCRIPTION OF THE DRAWING

[0016]FIG. 1 is a fragmentary, schematic, side elevation view of a transport system constructed in accordance with the present invention and mounted to extend horizontally between two ships afloat on a common body of water.

[0017]FIG. 2 is an enlarged, side elevation view, partially in section, of a portion of one terminal of the transport system of FIG. 1, showing a belt reel assembly constructed in accordance with the present invention.

[0018]FIG. 3 is a schematic, side elevation view of a transport vehicle suitable for use in the transport system of the present invention.

[0019]FIG. 3A is a schematic, side elevation view of an alternative embodiment of a transport vehicle suitable for use in the transport system of the present invention.

[0020]FIG. 4 is a greatly enlarged, end elevation view, partially broken away and in cross section of a pinch roller assembly which can be employed in the self-propelled transport vehicle of FIG. 3A.

[0021]FIG. 5 is an end elevation view of the transport vehicle of FIG. 3A, illustrating the cargo carrier and an operator compartment.

BEST MODE OF CARRYING OUT THE INVENTION

[0022] Referring now to FIG. 1, the components of preferred embodiments of the tramway-based transport system of the present invention may be described. It will be understood that still other embodiments and equivalents of the present transport system are contemplated and fall within the scope of the appended claims.

[0023] The transport system of the present invention is particularly well suited for use in applications in which the distance between transport terminals varies, and particularly when the distance varies dynamically by an amount well in excess of 1 percent of the distance between the terminals. It will be understood, however, that the transport system of the present invention, and the method herein described, are both suitable for use in land based applications in which the terminals between which cargo and/or passengers are transported are stationary or fixed and there is no requirement for dynamic length adjustments of the trackway.

[0024] Similarly, it is believed that the transport system of the present invention is best implemented by means of self-propelled transport vehicles, but it also will be understood that the transport vehicles employed do not need to be self-propelled, within the broad scope of the present invention. Further, the present transport system is shown in the drawing in an application in which the trackway between terminals is horizontally oriented, but the present transport system also may be applied to transport loads between vertically spaced terminals.

[0025] The embodiment illustrated in FIG. 1 is a ship-to-ship transport system in which a first ship, generally designated 21, and a second ship, generally designated 22, are both afloat on a common body of water 23. Obviously, body of water 23 also could be two side-by-side, but separate, bodies of water 23 within the scope of the present invention.

[0026] As indicated by arrow clusters 24 and 26, both ships 21, 22 will undergo pitch, roll and yaw about mutually perpendicular axes, and in many applications, both ships will be underway on body of water 23 on substantially parallel courses at substantially the same speed. There also can be, however, speed variations which are the result of the dynamics of the body of water and small variations in the velocity and directions at which the ships are being propelled which contribute to the need to adjust the transport system trackway length.

[0027] While it is contemplated that ships 21 and 22 will normally be underway along parallel, side-by-side courses, the transport system of the present invention also can be employed when one ship tows the other. For example, ship 21 and ship 22 can be in a stern-to-stern arrangement with ship 21, for example, towing ship 22. Towing can be effected by a separate tow rope (cable) or, it is believed, by using the belt track of the transport system of the present invention as the tow line between ships.

[0028] The transport system of the present invention, generally designated 31, includes a flexible belt track 32 having a length sufficient to span between a transport terminal 33 on first ship 21 and a transport terminal 34 on second ship 22. Belt 32 acts as a trackway or track between terminals 33 and 34 on which a transport vehicle, generally designated 36, is mounted for movement along the suspended belt track between the ships. A first belt anchorage assembly, generally designated 37, may be provided at terminal 33 on first ship 21, while the second belt anchorage assembly 38 is provided at the terminal 34 on second ship 22. The belt anchorage assemblies, as will be described in more detail below, are coupled to opposite ends of the belt and are formed for securement to each ship 21, 22 for example, by bolting, or welding to the ship decks.

[0029] In order to suspend belt track 32 between terminals 33 and 34 in a tensioned or distended condition, at least one tensioning assembly is provided which is formed to apply a tension force to belt track 32. Usually, the tension force will be more than sufficient to maintain the belt above the surface of water 23 between the ships. In the most preferred embodiment the belt tensioning assembly is provided by at least one belt reel assembly coupled to an end of belt track 32 and formed to maintain a desired tension force in the belt by reeling in or paying out the flexible belt from the reel. Optionally, both anchorages 37 and 38 can be provided by belt reel assemblies capable of applying a tension force to the belt track.

[0030] In the preferred embodiment, the tension forces in belt track 32 will be substantially fixed, that is, maintained by the reel assembly to be within a relatively narrow tension range sufficient to support the belt itself and vehicle 36 and the load being transported. It will be understood, however, that the tension force also could be variable, if desired for the particular application.

[0031] The belt reel assembly should have the capability of holding the belt, for example, through disk brakes on the motors driving the reel. Thus, the reel assembly will pay out the belt by releasing the brakes and reel in the belt using the motors, as needed in order to maintain the tension force along belt track 32 in the desired range. As above noted, the tension forces in the belt, as established and maintained by the reel assemblies also can be variable.

[0032] Referring now to FIG. 2, the details of construction of one embodiment of a belt reel assembly suitable for use in transport system 31 of the present invention can be described. In the most preferred form, belt reel assembly 41 is provided by a horizontally oriented tensioning sheave 43 mounted for rotation about a generally vertical axis 44 by an axle 46 and bearings 47. A base 48 of the axle assembly is secured to a fixed surface 49 at the terminal, for example, either directly or indirectly (through a frame) to the deck of the ship. Horizontal drive sheave 43 may have circumferentially extending, radially protruding guide flanges 51 which receive coils of belt 32 therebetween and guide the belt to roll into superimposed coils on the reel. As can be seen at the left end of FIG. 2, a plurality of coils or wraps of belt 32 are mounted on peripheral flange 57 of tensioning sheave 43 between guide flanges 51. The end of belt 32 can be positively connected to sheave flange 57 or simply secured to the reel by the friction and compression of subsequent wraps or coils of the belt. Frictional securement is all that is required and is preferred in order to facilitate rapid disconnection of the belt track from the reel in emergency situations.

[0033] In the most preferred embodiment, reel assembly tensioning sheave 43 is horizontally oriented, as shown in FIG. 2. Belt track 32 will have its coils on sheave 43 oriented with their transverse cross section generally vertical, as shown at the left side of FIG. 2. Belt track 32 between the terminals, however, is preferably disposed with its transverse cross section substantially horizontally oriented, as shown for example in FIGS. 3, 3A, 4 and 5. Guide sheaves 60 proximate reel 41 can be used to twist belt track 32 from its near vertical orientation on reel 41 to a near horizontal orientation between terminals 33 and 34.

[0034] It also is possible, however, to orient reel 41 and tensioning sheave 43 in a near vertical plane, which may have advantages in some installations, but which is not preferred, for example, in ship-to-ship installations.

[0035] Reel assembly 41 can be powered by one or more motor and brake assemblies, generally designated 52, which can drive the reel through a gear reduction assembly 53. (Only on motor/brake assembly 52 is shown, but more typically a plurality, such as eight, such assemblies will be provided.) A pinion gear 54 engages and drives a circumferentially extending ring gear 56 that is fixedly mounted to the inside of circumferential flange 57 of the tension sheave. Motor assembly 52 is mounted to a cover or housing 59 that is coupled to a fixed surface 49 of the terminal so as to enable rotation of tension sheave 43 for application of a tension force to belt track 32.

[0036] It should be noted, that belt track 32 is not a loop, but instead, is a single length of belt that is stretched and held in tension between the two terminals. Thus, tensioning sheave 43 and motor assembly 52 do not constantly drive or move belt track 32 in an endless loop, but instead, motor assembly 52 will apply a predetermined torque to ring gear 56 so as to dynamically adjust the length of the belt and maintain belt 32 at a desired tension level between the terminals, notwithstanding dynamic movement of the two ships.

[0037] If, for example, first and second ships 21 and 22 roll towards each other, belt track 32 will tend to go slack and drive motor assembly 52 will immediately react by reeling in the belt to maintain or bring the tension back up to the predetermined desired tension level. As the ships roll away from each other, the motor and brake assembly will allow paying out of the belt by unreeling of tension sheave 43 so as to accommodate separation of the terminals without substantial increases in tension of belt track 32 above the predetermined desired tension level.

[0038] Thus, belt reel assembly 41 will dynamically and rapidly respond to variations in the distance between terminals 33 and 34 so as to maintain the belt track suspended between the terminals. Constant torque motor and disk brake assemblies 52 suitable for use in belt reel 41 of the present invention are well known in the art. Upon application of power to the motor, the brake is released and the belt reeled in. When the power is shut down the brake is applied. As the forces in the belt track rise to the motor torque setting, the power to the motors is shut down and the brakes applied, and as the forces rise further beyond the brake setting, the brakes are overridden to let the belt pay out.

[0039] When ships 21 and 22 are in an end-to-end configuration, it is believed that a reel assembly may be optional. The tensioning assembly for the transport system can be the engines and propellers of the ship doing the towing. Thus, if belt track 32 is also functioning as a tow line between ships, the speed of towing may be capable of being adjusted to create the desired tension force in belt 32 without reel 41. Obviously, belt reel also could be used for such applications.

[0040] In the preferred embodiment, transport vehicle 36 is provided as a self-propelled load carrying vehicle. In horizontal trackway configurations, vehicle 36 will preferably be suspended underneath belt track 32, as best may be seen in FIG. 3. Vehicle 36 also could be supported on top of belt track 32, and in vertically extending trackway configurations vehicle 36 could be on either side of belt 32.

[0041] In the preferred embodiment of vehicle 36 shown in FIGS. 1 and 3, the vehicle includes a frame 61 which extends along belt track 32 and from which a load carrier 62 is suspended. Carrier 62 can be detachably or permanently secured to frame 61 for example, at pivotal mounting assembly 67.

[0042] Rotatably mounted to opposite, upwardly extending ends 64 and 65 of frame member 61 are load bearing wheels 66, which are supported on upwardly facing side of belt track 32. Frame 61 also carries a plurality of rotatable pinch roller assemblies, generally designated 74, which drivingly engage opposite sides of belt track 32. Pinch wheels 77 engage a downwardly facing side of belt 32 and drive wheels 76 engage the upwardly facing side of the belt. Drive wheels 76 can be movably mounted in slots 75, and biasing assemblies, such as, tension or compression springs, pneumatic actuators or hydraulic actuators, can be used to urge drive 76 downwardly to squeeze belt 32 between wheels 76 and 77. It is also possible, and in some applications, highly desirable to drive wheels 77 as well as wheels 76. About 500 pounds of pinching force would typically be employed between traction wheels 76 and 77.

[0043] Frame member 61 also carries pairs of guide wheel assemblies or rollers 90, preferably proximate opposite ends 64 and 65 of the frame. The pairs of wheels 90 engage opposite side edges of belt 32 so as to prevent the transport vehicle from walking laterally off belt 32 as it is propelled by traction assemblies 74 along the belt track.

[0044] Vehicle 36 is preferably remotely controlled from one or both of terminals 33 and 34. Instead of employing a carrier 62 frame 61 can merely carry a hoist assembly 63, which also may be mounted to frame 61 by pivotal mount 67.

[0045] An alternative embodiment of a self-propelled vehicle is shown in FIG. 3A. Vehicle 36 a includes a longitudinally extending frame 61a from which a load carrier 62 a may be suspended, by, for example, hoists 63 a, which allow the carrier to be electrically or hydraulically raised and lowered relative to frame 61 a at each of the terminals for loading and unloading. Carrier 62 a also can be detachably mounted to frame 61 a and provided with lateral load stabilizing arms 60 and an associated damping device 95 (FIG. 5). Also optionally mounted to framework 61 a can be an operator compartment 70 (FIG. 5). Compartment 70 may be mounted next to freight carrier 62 a by a pivotal mount 67 a so as to accommodate changes in the slope of the belt track along its length while maintaining the operator in a generally level orientation. A dampening and shock absorbing mechanism 68 (FIG. 3A) also may be provided between frame member 61 a and operator compartment 70. Operator compartment 70, however, is clearly optional and vehicle 36 a can be remotely controlled from one or both of terminals 33 and 34.

[0046] Mounted at opposite ends of the longitudinally extending frame member 61 a can be pairs of upwardly extending hanger arms or flanges 69, which are positioned on each side of belt track 32 as best seen in FIG. 5. Pairs of rocker arm assemblies 72 are pivoted at 71 to hanger arms 69. Rocker arm assemblies 72, in turn, extend longitudinally along belt track 32 and are pivoted at 73 proximate their opposite ends to pinch roller assemblies, generally designated 74 a. Each pinch roller assembly 74 a includes a pair of downwardly and longitudinally extending arms 78, 78 a which are pivoted at 79 to a triangular frame member 80. Frame member 80, in turn is pivoted at 73 to the ends of rocker arm 72. Downward and oppositely extending arms 78, 78 a each have an ear 82 and 82 a thereon and a spring or actuator 81 is coupled between ears 82, 82 a so as to force the ears apart and pivot arms 78, 78 a in opposite directions about pivot 79. This pivoting forces pinch wheels 77 a up against an underside of belt track 32.

[0047] At opposite ends of triangular rocker assembly frame member 80 are rocker frame members 84 and 84 a, which are pivoted at 86 to the triangular frame member. Each frame member 84 rotatably carries a pair of drive wheels 76 a which engage a top surface of belt track 32. Also carried by frame members 84 and 84 a are pairs of guide wheels 87 and 87 a that are horizontally oriented and engage opposite edges of belt track 32. As will be understood, guide wheels 87, 87 a at the center of the rocker arm assembly must extend through openings 88, 88 a in rocker arm member 72 in order to engage the opposed edges of belt 32. Guide wheels 87, 87 a keep the drive wheels 76 a, 77 a from walking or shifting laterally off belt track 32.

[0048] Thus, rocker arm assemblies 74 employ pinch rollers or wheels 77 a to pinch against the bottom side of belt 32 to squeeze the belt between wheels 77 a and 76 a. While wheels 77 a are referred to as pinch wheels, they also are preferably driven, as are wheels 76 a.

[0049] It will also be understood that numerous other traction drive assemblies can be used to produce vehicles 36, 36 a which are self-propelled along beltway 32.

[0050] Torque can be applied to wheels 76, 77 a, 77 and 77 a for driving of vehicles 36, 36 a in a number of different manners, including chain and belt drives, but a preferred drive assembly is shown in FIGS. 4 and 5, as used to drive vehicle 36 a. A motor 91, with gear reducer 92, drives a pinion gear 93, which engages ring gear 94 attached to a flange 96 of traction wheels 76 a. This allows the traction wheel to be driven about axle 97 mounted between side plate members 84 of pinch roller assembly 74 a. A similar motor can be coupled to drive pinch wheels 77 a, and a second motor assembly 92 can be provided on each side of the drive and pinch wheels.

[0051] An important advantage of belt track 32, which forms the basis of the present transport system, is that it has a rectangular transverse cross section with opposed planar sides. Thus, drive or traction wheels 76, 76 a and pinch (traction) wheels 77, 77 a both engage opposite sides of belt 32 along a line of contact across the full width of the belt. This linear contact between the belt and the traction wheels is much more efficient in the transfer of torque into linear motion than, for example, the contact between a drive sheave and a haul rope having a circular cross section. The engagement of a drive sheave with a haul rope of circular cross section inherently is one in which there is a speed mismatch with attendant wear. The sheave operates at a constant angular rotation rate but the sheave engages the circular haul rope cross section at different radii, which therefore results in different linear velocities between the sheave and haul rope at the various radii of contact.

[0052] Rectangular belt track 32 allows all portions of drive wheels 76, 76 a, 77, 77 a to engage the track at the same speed as the vehicle advances along the track so that speed mismatches essentially do not occur. Even guide wheels 87, 87 a, 90 for guiding the vehicle along belt track 32, similarly do not experience speed mismatches since belt edges 95 (FIG. 4) are planar.

[0053] One of the additional substantial advantages of a pinch roller drive assembly 74, 74 a is that such assemblies tend to greatly reduce, practically eliminate, the risk of derailment. Belt 32 is trapped between drive and pinch wheels 76, 76 a, 77, 77 a and the opposed guide wheels 87, 87 a and 90. Moreover, pinch roller drive assemblies can be used with inclined belt tracks while still maintaining the necessary traction. In fact, a substantial advantage of the present transport system is that belt 32 can even be vertically oriented and a pinch wheel drive assembly used to cause vehicle 36 to climb or descend a vertical belt. Thus, in FIGS. 3 or 3A the belt could be turned by 90° and the vehicle propelled up and down along a side of the belt. Carriers 62, 62 a and mounting frames 61, 61 a would be altered to reflect this new orientation of the belt, and a second set of wheels 66 on the opposite side of belt 32 could be provided for vehicle 36.

[0054] Even in horizontal configurations, the belt track will sag in the middle of the span between terminals. The incline of the belt as it approaches the terminals can be readily accommodated by pinching of the belt to ensure that wheels 76, 76 a, 77, 77 a provide sufficient traction to climb up the incline. It should be noted that this incline assists the velocity profile of the present system by accelerating the vehicle as it leaves a terminal and decelerating it as it approaches the other terminal.

[0055] As will be understood, other forms of self-propelled vehicles 36, 36 a are suitable for use in the transport system of the present invention. It will also be appreciated that in a broadest aspect of the present invention, for example, transport vehicle 36, 36 a simply could be pulled back and forth along belt track 32 by a separate cable or rope, rather than driven or self-propelled by traction assembly 74, 74 a.

[0056] The flexible belt track suitable for use in the transport system of the present invention preferably takes the form of a rubber or polymer flexible belt which is reinforced with metal or wire cords. As can be seen in FIG. 4, for example, belt 32 has a plurality of reinforcing wire cords 35 extending longitudinally in side-by-side relation inside the rubber or elastomeric body of the belt. Belts which may be employed in the present system are set forth in more detail in my U.S. Pat. No. 5,445,081, which is directed to a belt-driven transport system. In the present invention, belt 32 is not used to drive the transport vehicle as in U.S. Pat. No. 5,445,081, but instead is used as a trackway, but the same belts which have been used to drive transport vehicles can be employed in the present system as a track.

EXAMPLE

[0057] In a typical transport system application the length of belt track 32 would be on the order of about 200 feet to about 600 feet. Belt 32 can have the following specifications. The belt would have a width dimension of about 7.6 inches and a height dimension of about 0.8 inches. The track belt weight will be approximately 24 pounds per linear foot and ten reinforcing steel wires 35, having a diameter of about 12 millimeters and a minimum combined cross section of about 600 square millimeters, will be provided. The maximum breaking strength of such a belt would be about 250,000 pounds in tension, and the belt will be maintained under a tension force by one or more belt reel assemblies 41 at about 70,000 pounds. This can be accomplished by using eight 150 horsepower constant torque motor and brake assemblies 52 distributed circumferentially around ring gear 56 and tension sheave 43.

[0058] Transport vehicle 36, 36 a can advantageously be battery powered by a battery pack having a capacity of 100 kilowatt hours. The vehicle propulsion is accomplished through each wheel 76, 76 a, 77, 77 a being powered by, for example, 10 horsepower drive motors. The battery pack includes recharging connections 75 mounted to either end of frame member 61, 61 a so that, when the vehicle enters either terminal 33, 34, it will automatically plug into a recharger unit (not shown) at the terminal.

[0059] While many carrier sizes and loads are possible, in this example carrier 62 a could have a payload as large as about 5 tons, and the vehicle speed would be 550 feet per minute. Reel assembly 41 can adjust the length of belt track 32 at an adjustment speed of about 500 feet per minute, with an adjustment length of about 400 feet for a 600 foot long belt.

[0060] The charging time at each terminal is 60 seconds. The resultant capacity of such a system would be 50 tons of cargo per hour, and the transit time and docking time would be 2 times 120 seconds per round trip for a 500 foot belt track length.

[0061] Method

[0062] Having described the transport system of the present invention, the steps comprising the method of transporting loads of the present invention can also be set forth in more detail. The initial step would be the mounting of a flexible belt track to extend between two terminals, such as terminals 33 and 34. As part of the mounting step, it is preferred that the belt be threaded through the traction and guide wheel assemblies of the vehicle. This mounting step can be accomplished by mounting the belt track to terminals which are positioned on ocean-going vessels or provided as land-based terminals. The next step in the present method is to maintain a tension force on the belt track at a predetermined level, for example, 70,000 pounds. This will normally be sufficient to suspend the belt track between the terminals well above a surface, such as the body of water 23. The tension force is selected to support the weight of the belt, the weight of vehicle 36, 36 a and the weight of the cargo or load.

[0063] Next, the present method includes the steps of supporting a load-carrying transport vehicle 36, 36 a from belt track 32, and finally, the step of moving the vehicle while supported on the belt track along the belt track between the two terminals. The moving step is preferably accomplished with a self-propelled vehicle by driving the vehicle along belt track 32 with a traction or frictional drive, such as a pinch wheel drive assembly 74, 74 a which engages belt track 32. The step of maintaining the tension force in the belt track is preferably accomplished by mounting at least one end of belt track 32 to a belt reel assembly 41 and applying a torque force to the belt reel assembly maintaining the desired belt tension, which tension can be substantially constant or variable. 

What is claimed is:
 1. A trackway for transport system comprising: a belt support structure including two terminals; and a belt having an elongated substantially rectangular transverse cross section mounted in tension to extend between the terminals with the transverse cross section oriented in a generally horizontal orientation.
 2. The trackway as defined in claim 1 wherein, the belt is a flexible belt having reinforcing wires running longitudinally in the belt over the span between the terminals.
 3. The trackway as defined in claim 2 wherein, a body of the belt is formed of one of a rubber, synthetic rubber and elastomeric material.
 4. The trackway as defined in claim 1 wherein, at least one of the terminals includes a belt reel assembly coupled to an end of the belt, said belt reel assembly applying a tension force to the belt.
 5. The trackway as defined in claim 4 wherein, the belt reel assembly applies a substantially constant tension force to the belt.
 6. The trackway as defined in claim 4 wherein, the belt reel assembly applies a variable tension force to the belt.
 7. The trackway as defined in claim 4 wherein, the length of the belt between the terminals is substantially constant.
 8. The trackway as defined in claim 4 wherein, the length of the belt between the terminals varies dynamically as a result of dynamic changes in the position of at least one of the terminals.
 9. The trackway as defined in claim 1 wherein, the terminals are horizontally spaced apart.
 10. The trackway as defined in claim 1 wherein, the terminals are vertically spaced apart.
 11. A transport system comprising: a flexible belt having a length sufficient to span between two transport terminals; a belt anchorage assembly coupled to one end of the belt and formed for securement to one of the transport terminals; a belt reel assembly coupled to an opposite end of the belt and formed for securement to the other of the transport terminals, the belt reel assembly being further formed to apply a tension force to the belt sufficient to maintain a desired tension force in the belt; and a transport vehicle formed for mounting to the belt for movement along the belt between the transport terminals.
 12. The transport system as defined in claim 11 wherein, the transport terminals are located on two ships afloat on a body of water, and the belt anchorage assembly is formed for mounting to one of the ships, while the belt reel assembly is formed for mounting to the other of the ships.
 13. The transport system as defined in claim 1 wherein, the distance between transport terminals can change dynamically during movement of the vehicle; and the belt reel assembly is formed to enable rapid and substantial adjustment of the length of the belt between terminals by reeling the belt in and paying the belt out during dynamic changes of the distance between terminals.
 14. The transport system as defined in claim 11 wherein, said flexible belt has a body formed from one of a synthetic and natural rubber with longitudinally extending reinforcing wires.
 15. The transport system as defined in claim 11 wherein, the anchorage assembly and the belt reel assembly suspend the belt between the transport terminals with a transverse cross section of the belt in a near horizontal orientation.
 16. The transport system as defined in claim 15 wherein, the belt reel assembly includes a horizontally oriented tension sheave having a plurality of wraps of the belt extending around the tension sheave, and the belt reel assembly further includes a belt reorienting assembly formed to turn the belt by about 90 degrees from a vertical orientation on the tension sheave to a near horizontal orientation of the transverse cross section of the belt between the transport terminals.
 17. The transport system as defined in claim 12 wherein, the anchorage assembly is provided by a second belt reel assembly.
 18. The transport system as defined in claim 15 wherein, the belt reel assembly is formed to dynamically apply tension to the belt to maintain sufficient tension in the belt to suspend the belt, the transport vehicle and a load above a surface between the transport terminals while the transport vehicle moves between the transport terminals.
 19. The transport system as defined in claim 11 wherein, the transport vehicle is self-propelled and is driven by engagement of the belt by a traction drive assembly carried by the transport vehicle.
 20. A ship-to-ship transport system comprising: a first ship afloat on a body of water; a second ship afloat on the body of water; a first belt anchorage on the first ship and a second belt anchorage on the second ship; a flexible belt track coupled proximate one end thereof to the first belt anchorage and coupled proximate the other end thereof to the second belt anchorage; and a transport vehicle mounted to the belt track for driving along the belt track between the ships for transport of loads between the ships.
 21. The ship-to-ship transport system as defined in claim 20 wherein, at least one of the first belt anchorage and the second belt anchorage are formed to apply a tension force to the belt track sufficient to dynamically maintain the belt track, transport vehicle and any load in the transport vehicle suspended between the first ship and the second ship above the body of water.
 22. The ship-to-ship transport system as defined in claim 20 wherein, at least one of the first belt anchorage and the second belt anchorage is provided by a belt reel with a length of the belt track being rolled up on the belt reel, and a tension applying assembly coupled to the belt reel to rotate the belt reel in a direction tensioning the belt track between the ships.
 23. The ship-to-ship transport system as defined in claim 22 wherein, the first ship and the second ship are both underway on substantially parallel courses on the body of water in substantially the same direction; and the tension applying assembly is formed to dynamically apply a tension force to the belt reel sufficient to maintain the belt track, transport vehicle and load above the body of water during dynamic movement of the ships.
 24. The ship-to-ship transport system as defined in claim 20 wherein the first belt anchorage and the second belt anchorage are formed to orient the belt track in a near horizontal orientation between the ships.
 25. The ship-to-ship transport system as defined in claim 24 wherein, the transport vehicle is suspended under the belt track and includes a traction drive assembly engaging the belt track to effect driving of the transport vehicle along the belt.
 26. A method of transporting loads between terminals comprising the steps of: mounting a flexible belt track to extend between the terminals; maintaining a predetermined tension force on the belt track; supporting a load-carrying transport vehicle from the belt track; and moving the vehicle while supported on the belt track along the belt track between the two terminals.
 27. The method as defined in claim 26 wherein, the mounting step is accomplished by mounting the belt track to extend between two terminals located on two ships afloat on a body of water.
 28. The method as defined in claim 27 wherein, the maintaining step is accomplished by mounting at least one end of the belt track to a belt reel provided on one of the ships and maintaining a substantially constant torque on the belt reel.
 29. The method as defined in claim 26 wherein, the moving step is accomplished by driving the transport vehicle along the belt track with a traction drive carried by the vehicle and engaging the belt track.
 30. The method as defined in claim 29 wherein, the driving step is accomplished by suspending the vehicle below the belt track by a pinch roller drive assembly.
 31. The method as defined in claim 26 wherein, the mounting step is accomplished by mounting the belt track with a transverse cross section thereof oriented in a generally horizontal orientation.
 32. A method of providing a trackway for a transport system which comprises the steps of: mounting a flexible traction belt having an elongated transverse cross section to extend in tension between two support structures.
 33. The method as defined in claim 32 wherein, the mounting step is accomplished while orienting a longitudinal axis of the elongated transverse cross section in a generally horizontal plane.
 34. The method as defined in claim 32 wherein, the mounting step is accomplished by mounting the traction belt to a tension applying apparatus positioned proximate one of the support structures.
 35. The method as defined in claim 32 wherein, the mounting step is accomplished by mounting the traction belt to apparatus for dynamically adjusting the length of the traction belt.
 36. The method as defined in claim 32 wherein, the mounting step is accomplished by mounting the traction belt in a relatively fixed position to an underlying surface between the towers and an adjustable position at at least one of the towers. 